Internal-combustion engine



v 1,62%; J?! M y 24, 1927- F. M. JOBES g INTERNAL COMBUSTION ENGINE Filed March 4. 1924 2 sheets Sh-wet l May 24, 19274 1,629,795

F. M. JOBES INTERNAL COMBUSTION ENGINE Filed March 4, 1924 2 Sheets-Sheet 2 jnucrdot Patented May 24, 1927.

UNITED STATES FRANK MYRGN JGBES, ANN ARBOR. MIGEIGAN.

INTERNAL-COMBUSTION ENG INE.

Application filed March 4;. 1924.

t tin coir 5 stunt t'olumi qwlv uinl wing fuels of tin light hyzlromirlion group.

The print-ipul oltjort of tllla invcnlion ito invrvum thithoi'niul oilii itnt'j; vl llll tlinl coinluwt ion (Yltfllitfl Another JjCtl of thin inwntion to incrt ziw tht h wvr ou put, of intt-rnzil minim. tinn onginvs worlt'iug' nn tin mustzmt voluuzv ('Yt'lt.

A, {urthm olijurt f this invention t to l=g- A Still l urthi-r visit-Ft of this invt ntion is fill io\'iiuu til (1 so-vullril single \iilt'u (1k gitio in whi l; no mnthmtihlv initxtuiv is can riot tiwzty h y tlnxvxliuuai products of conihuntion.

l i t tho puigiow ot' 'his ini'tntiun to pro \ilt in :in internal t'tilttlitit-itifltl engine. huring; a poi-lint :uiiuunut tilt main combustion SPENT uinl coniwrt ii thorutio in, u i'csttivtwl opening. ttlt'ItIlS for supplying an uhnorinullt' rii'h iniztturito the not-hut and igniting it thl-ie so that tlt issuing taming UtiXtttti it: yupidly swept away from the mouth of thn .pockut :iiul intiniatvly omnmingl'etl with the tilt or loam-r mixture in the main combustion blttlt'i.

l. lu

Another purpose of this invention is to:

provide means for ('nntrolling dvtnnutinn at thr- Lighvr throttle rungis \\'l10ltl) it (-onsitlorubly lllt'l'tllfrittl c mpression ratio may lit min-hm; two-(l. I

It ire well known that the principal fitttttt controlling tltt", llttlltltil olli rivncy of :in in .tvrnal toinhi ion engine is its txptillrilfllt I'tttio whim is svrionwly limitmi in. orgini of the usual type by tin phvnoinonu ol' ilvttiur tinn, s0 thut it, is not pol'l llhfiil le, to CUIHPIPES tlw mixture previous to ignition to moi-(- than about one-fifth of it normal vohnnv. Various niuuns haw llttlt tlbviwl in the endenvor to tffilltlfil'iltt? detonation tin-:1 inulile the we of consideruhly higher cotnprcssion rutins hut none of tin-n: hzi'w lwou completely SUtfCQ-SE ill in that the; s'erioiisly lnutipot" the output of the engine in one munnet' 0t un- Serial No. 63813728 ()tlltt'. It is now the consensus; of upinion t-ontirniwl by twitishlfii'zihlt experimental work. that out (if who principal factors att'vning tlttOtiFtilOtl is the a-xtrvmoly high tnrnnmutiu'v :titziinwl ol' tiit- Utflill ttE-llflil a ltllill'itfit. that most intp0raunt l tttl hot spot in ing the exhaust valve hi -h ilr itlt from Ewing nxpwi il on its upper *il't'l J't to the l l h tt tl'LlttlttH n2 voinbus' t i. ialums: (H'I l: vx zwm-lv hot mhnuit strohc.

Ant-t awling to in iixrmniun the usual (ryh in t i an intvrznil voml tn't tin engine is un 1 'ill] 2: nmiz; vomhusti-in chamber 112-: in-zirly l1-;ini@ nlat;rimii if? ithapt possible f tlu top of iht (f-'liiltitn 3 minimum t'ltivltfllt't between tin; top of the portion {if the uir. Th0 pufiuuzzn t'onnnun cutin g with this valve is w'introllml by :1 ruturv' distributor nlw driven s n hronously from the crank shift nf tilt" enginv and so tin'wtl as to alternntvly comment th s paFsagrv with an Pxhaust mail un s r inlet numitnld and also to entirnijt' rinse off the p umage thi'mighi'ml; the early part of tin? intake ti'()k9. lit the up per wall of tilt? combustion chamber them is am owning communicating througha rtwtrirti-il pmggugo with it mull pneket suitably e ":h' il hf; i k tfifiliitij n'iiwlinni of the ongiin ain't sonnet-Ml at its np z ir ncl to a curluirot ix thin? being: an inwnr ltv npening spring: t'nntrolli-f pr me-t vulva int iseil he twvon the rtll'tltlt fl flint tin-z punt jlitl an ignition plug iim rt il thrmigfn ilt- 41f tin: siilv wallol' tln poi-lint. The axis; of this lll ki'l unit rtwt'riirtvii opening: is (firm-ted awav from the piatnn head into the main Pillt of thn vomhustion space.

An engine built awarding to in invent i litus :ihow (inscribed operates as follows:

During tlnfirst part (if tlw intake stroku the rotary distributor valve closvs tho/psi? sage lu'twnen the uingle meclninically opvrntetl valve and both the exhaust and air intake manifolds and thus in spite of the fact that the single valve is npen no air is 7 in 5} t Jt\ on tho walls drawn in through itbut the spring controlled poppet valve in the top of the isolated pocket is caused to open due to the reduced pressure within the combustion chamber and combustible mixture is drawninto the pocket from the carbureter which is so adjusted as to supply an excessii'ely rich mixture. At the completion of about 20% of the intake stroke the rotary distributor valve opens the passage to the single valve by way of the air intake port so that pure air is drawn into the combustion chamber throughout the remainder of the intake stroke. at the completion of which the single valve is closed and the compression stroke takes place. rich mixture in the pocket is ignited, ex= pends. and the flaming mixture is projected into the combustion chamber with violent turbulence due to the shape of the restricted passage so that the flaming mixture or any lean mixture formed by comminglin of fuel and pure air completely interining es with the enclosed compressed air already in a state of high turbulence which supplies the necessary oxygen for the complete combustion of all the hydrocarbon fuel. At the completion of the powerstroke the distributor valve has connected the passage from the single valve to the exhaust manifold and the single valve opens allowing the exhaust gases to escape which completes the cycle of operations.

This invention may be best understood by reference to the following specification taken in conjunction with the attached drawings wherein:

Fig. 1 is a longitudinal transverse section of a cylinder of an internal combustion engine constructed in accordance with my invention;

Fig. 2 is a chart showing the single valve;

Fig. 3 is a chart showing the timing of the rotary valve; s;

Fig. 4 is an elevation partly in section of a special type of carbureter adapted to be used with the engine;

Fig. 5 is a vertical longitudinal section thereof: and

Fig. 6 is a side elevation the carburetor showing th e control mechanism.

Reterringto Figure. 1 it will be noted that the engine coi'npriscs the usual cylinder 10 in which is adapted'to travel a piston ll connected by means of a connecting rod 1). to the conventional type of crank shaft (not shown). The top of the cylindcr block is horizontal and the head of the piston ll when at the top dead center rcachcs almost to the surface of the cylinder block. A cylinder head 13 is bolted to the cylinder hlockin the conventional manner by means of bolts 14, 14 and contains a suhstantiallv hemispherical space 15 which comprises the timing of the main combustion chamber. This combus- The marinas tion chamber is located largely to one side of the cylinder and piston leaving only the constricted passage 16 having a cross section at least equivalent to the valve opening area. connecting the two. with a portion 17 of the cylinder head overhanging the cylinder bore leaving a small clearance 18 be tween the top of the piston and the overhanging portion of the cylinder head.

Located beside the cylinder and opening into the main combustion chamber is a valve 19 which may be of any suitable type and which I have shown here as being of the conventional poppet design. having a stem 20 operating in a valve guide 521 rcssed into the casting of the cylinder lock. The valve 19 is adapted to cooperate with the, valve seat 22 in the top of the cylinder block and normally be held against that seat by means of the usual type of valve spring 23. The passageway 24 beneath the valve comi'nunicates through the ports 25 and 26, (which are widened giving them each a capacity approximately the same as 24) with the exhaust and intake manifolds 27 and 28 respectively.

A rotary distributor valve 29 having a cutaway portion 30 serves to connect the passage 24 with either port 25 or .26 or completely cut it oil from either. This valve may be driven from the main or cam shaft in such a manner as to be properly synchronized therewith and operate as later described in connection with Figure 2.

Arranged in the upper wall of the combustion chamber is a small converging port- 31 leading to a pocket 3:2 located in such a position that the axis of the pocket assing through the center of the port 31 is t irccted away from the cylinder bore and substan' tially toward the center of the ron'ibustion chamber. In the far end of this pocket there is provided a poppet valve 33 opening inwardly and mounted in a valve cage 34 which may be suitably threaded into the outer end of the pocket. The valve 32% is pro ided with a stem 35 adapcd to slide in a guide 36 supported by a spider integral with the cage and is held against its sc-it bv means of a spring 37 hearing at one end upon the valve guide and at the opposite end upon a washer 38 suitably nionncd on the extreme end of the valve stem. The valve cage 34 is closed at the top by means of a threaded cap 3!) and has cxtcnding from it on one side a port ll! which is adapted to be connected to a carburctcr when used with a single cylinder engine or to a suitable intake manifold whcn used with a mult-i-cylinder engine. An ignition plug threaded through one side wall of the pocket 32. v

The. engine shown is adapted to be cooled by water in the usual manner and for this purpose the head is provided with the water passages 41, 42 and 43 through which the coolin Water is adapted to cir ulate carrying 0 the heat of com ustion from the combustion chamber and maintaining the walls of the pocket at a unilormly low temperature in order to prevent auto-ignition therein. The cylinder is provided with the water jacket 44 and the valve passage 24 and ports 25 and 26 together with the rotary valve 29 are suitably cooled by water assing through the passages 45 and 46. he rotary valve is further cooled by means of radiating flanges 47 formed integral with the outer wall of the engine block casting.

The engine may be lubricated in any manner desired and in order to properly lubricate the rotary valve 29 any suitable means may be employed. The method of lubricating this valve does not form any feature of this invention and it may even be found that sutlicient lubrication will be supplied by exhaust. product of combustion passing over the valve.

As shown in Figure :2 the single valve 19 remains open throughout the exhaust and intake strokes which follow each other successively so that while this va ve is lical'cd by the explosion within the combiotion space and further by exhaust gases passing around itduring the exhau t stroke it is 'nnncdiately cooled by the incoming air so that when it is closed for the compression and firing strokes its temperature is not suliiricnt to cause or assist in the phenomena of dot-- onation.

By referente to- Figure 3 the mode of op eration of the rotary distributor 'alve may be noted.

Starting with the piston at top dead rcir ter (beginning of the suction stroke) as shown in Figure 1. it will he noted that the distributor valve 29 has cut oil' connnunication between the passage .24 and both the passages 25 and 26. so that even though the poppet valve 19 is open the pas'aue of ga es to the cylinder is entirely cut oil by the di tributor valve. As the crank shaft rotates. and with it the valve 29. which is timed to revolve at one-halt crank shalt speed. and the piston descends thru the lirst part of the suction stroke (preferably 152; to BUY;

4 the distributor valve maintains the passage;

25 and 26 cut. oil from ill. lpon completion (if the preferred [Hillltlll (ll lllt lttrlit the valve 29 begins to unf-ovcr pas age 2t permitting air to flow from the air inanifold thru passages 20 and it into the t"\lillder. At the end of the intahe. usually abou 45 after bottom dead center of the intake stroke proper. the single vii. 'e closes shown in Figure 2. aml at the ltlllit time the distributor valve rotates as shown in Figure 3 and begins to (lose oil port 26. Following the intake stroke the usual conr pressioi and explosion strokes occur in their stroke. when. as is the usual practice. the

valve 19 is opened. During thc compression and explosion strokes the distrilnitor valve has rotated and couuneoced to uncover the port 25 before the opcnin; of valve 19 so that .when this latter valve does open the exhaust gases may flow out to the manifold :17. During the exhaust :troke the distributor valve ontinues to rotate and as shown in Figure it clo e oil the pa 'igc :35 a usual about upper dead center. The valve 19 remains, open throughout the exhaust stroke which completes one cycle for the valve mechanism. in Figure 3 the dark portions of the illl'Yt represent the distributor valve connecting the single valve passage respective to the air passage and the exhaust pas sage. and the light portions indicate positons of the distributor valve in which the passage :24 is cut mi from conununication with either of thc manifolds .27 or 28.

l)urin; the initial part of the intake stroke the pressure within the combustion chamber 1: is lowered sin e the piston is moving outwardly and enlargnn: the coin bustion space; This causes the valve 3 3 to open against the acti n oi the spring 37 drawing in through the port it! a charge of evccrsively rich mixture varying from insulW-icnt to till the pocltet at minor engine loads to a considtu'able ex ess over ll voh nine of the pocket at full ngine loads which is ignited in the pocket by thc spark ilug at the proper time. the xcessiv ly rich tlanr int: mixture issuing through tlu port 3t and mixing with the air or lean mixture in the chamber 15 is completely burned during the power stroke.

it is essential in an engine of this type that during the intake stroke the combustible mixture be maintained substantially isolated from the air admitted during the latter part of the intake stroke at the minor engine loads until the heat released upon combustion is sutlicient to insure the complete combustion of any loan mixture built up by ctunminglinu of any ot the rirh mixture with the large exccrea of air admitted. This condition may be secured by making the Ytiltzmt of the pct-hot large enough so that the total volume of rich mixture as supplied l'rom a ccnicntioiril type carbu i'ctcr adju ted to 'i\c th exce sive rich ncss. will be sulli icnt to till the pocket only above the point in the tbrottlul ad where the heat liberated insures the combustion of any excessively lcau mixture formed with the air as previously described. At lower throttle loads the volume admitted will be in ullicient to till the pocket; and at fuller throttle loads the excess admitted Over the pocket volume will intermingle with the llt air during\intake and compression strokes until at the full engine loads a mixture only slightly lean will fill the main chmbustion chamber. 7 that the volume of the pocket be n'iaintained as small as possible. and it may he reduced in size by arranging to vary the engine power at its minor outputs by introducing to said pocket during the early part of the suction stroke a constant volume of combustible mixture and varying the strength of the constant volume from the minimum to the point in the engine load when it is permissible to build up a lean mixture in the main combustion cham er by comn'iingling fuel and the pure air. after which the en gine load is increased by increasing the vol urne of mixture admitted to the pocket thus increasing the strength of the mixture built up by the coininingling of fuel and air until at full engine l ad a mixture'only slightly lean is so formed.

In order to supply such a mixture 1 have designed a carburetcr which is illustrated in Figures 4. 5 and 6 but it is to be understood that other forms of carburetcrs may be satisfactorily used with this type of engine by paying attention to the size and design of the pocket 32.

Referring to Figures 1. 5 and 6 it will be noted that the carbnretcr is built along conventional lines by having the usual tloat chamber so into which fuel is conductetl by a pipe connected to a strainer 51. A float maintains the fuel level constant and a throttle valve 52 of the butterfly type arranged in the induction passage 5? serves to control the amount of mixture taken in by the engine. A simple jet 54 whose capacity is adjustable by means of a tapered end screw 55 is supplied with fuel from the float chamber 56 and opens into a Vcnturi tube {)6 in the induction passage 53. The above features are all common and well .known. but in addition to them I provide the following new features which include. an orifice 57 leading into the induction passage 53 at the top of the same and at the point against which the throttle valve 52 rests when in its closed position. the throttle valve being cutaway slightly at this point as shown at 58 to provide an air passage opposite the orifice 57. A passage 59 connects the orifice 51' with the float chamber and a metering pin 60 vertically arrangedin an extension of the passage 59 serves to control the amount of fuel passing to the orifice 57. The, upper end of the metering pin 60 is provided with a groove 61 in which,tits the extreme forked end of a lever 62 -pivoted at, 63' and pressed downward by means of a flat spring 64. Upward movement of the metering pin 60 is obtained from a cam 65 mounted on a master control shaft 66 journaled in the casting of the It is lu nvever highly desirable carbureter and in order to regulate the amount of fuel flowin through passage '59 the lever 62 is proviv ed with a screw 67 passing thcrethrough and bearing on the cam 65 so that by turning this screw,inward the metering pin may be raised and vice versa.

The master control shaft 66 has provided on one end an arm 68 and the shaft of the butterfly valve 52 is provided with an arm 69 having a loose tit and maintained thereon by collar 69'. An additional lever having two arms To and T1 is rigidly fastened to this same shaft and the arm 70 is biased in a clockwise direction by means of a coiled spring 72. The arm 71 is provided near its 'end with an adjusting screw 73 the end of which is adapted to cooperate with a shoulder 74 on the arm 69. The arms 68 and 69 are connected together by a link 75 so that any movement of the master control shaft 66 is imparted to the arm 69 but consider able movement of this arm is necessary before the screw 73 is engaged by the shoulder T4 to move the butterfly valve. This feature permits the cani 65 to raise the lever 62 carrying with it the metering pin 61 in order to permit an additional supply of fuel'atthe orifice 57 as the shaft 66 is rotated so that additional demands from the engine are met and the mixture gradually increased in richnes until the throttle valve opens.

I The operation of this carburetor is as folows:

'ith the master control shaft 66 moved to its extreme clockwise position it will be noted that the butterfly valve 52' is closed and the metering pin 60 moved to its lowest; position and with this setting the initial adjustment of the metering pin can be made for proper idling of the motor by means of the regulating screw 6]. As the master control shaft 66 is moved in counterclockwise direction there will be no opening of the throttle 52 until the shoulder 74 contacts with the screw 73 but during this early rotation of the shaft 66 the movement of the cam 65 raises the lever 62 and with it the metering pin 60 increasing the flow of fuel to the orifice'57 thus increasing the richness of the mixture formed at this point. Fuel will only be drawn from the orifice 57 when there is a high vacuum at this point and it is obvious that when the butterfly valve begins to open the flow of fuel to this orifice will decrease owing to the reduced vacuum as the opening of the valve enlarges the passage adjacent the orifice. However with the opening of the throttle there is an increase in the vacuum behind the throttle and fuel is induced to flow from the'simple jet 54 which fuel forms with the passing air in mixture whose richness may be adjusted by the tapered screw 55 to that quality which is desired. I

' sage ll ciitraps of the cylinder and the volume of rich mixture is confined as far as possible, even at the full throttle loads, entirelv to the isolated pocket that there is not suilicient turbulence in the combustion chamber during combustion to secure the rapid and complete co mingling of the flaming rich mixture, dis

charged from the pocket, with the air or extremely lean mixture filling the main combustion chamber as is necessary to secure the burning of a mean near normal mixture and a high maximum power output. and conseuently while these engines are economical at the lower throttle loads they fail to give the desired high maximum power output, whereas an engine built according to my invention will be found to incorporate both of these desirable features. This is accone plished by localizing: the charge only until the engine load is great enough to insure the complete conihustion of any excessively lean mixture formed in the main combustion chamber to and then increasing the st rength of the mixture formed in the main. combus tion chamber by carrying: a large volume of the rich mixture out of thc pockct as the engine load increases to its maximum and intermingliim it during the remainder of the intake stroke. and the compression stroke with the large volume of air dmitted. Thus at full throttle loads a near normal mean mixture is burned under unusually high compressions: made permissible by inherent characteristics of the invention controlling detonation.

It. has been found that detonation at the higher compres ion ratio may he materially reduced or entirely suppressed liv mixing with the fresh charge a quantity ot' inert gases and since such cases are available in the form of carbon dioxide and nitrogl-n, in the waste products ot combustion it has been proposed to admit small quantities oi cx haust gas with the induced charge at the higher throttle loads in ordcr to prevent detonation. This feature is antoimttically taken me of by my construction for lltc pas a cct'lailt quantity ot the cx-- haust gas which is drawn in with the pure air taken through the por i and it should be noted that the quantity ol lllt-.c inert gases ai'ics direct ly with the throttle position of the engine. For low throttle ranges but little combustible mixture is taken in and is burned in a large quantity of air and hen e the products of combustion passing; out through the exhaust portion are largely di lutcd with air. whereas at the tall tlil'ulllc load a near normal mixture is burned and hence the products of combustion comprise mostly nitrogen and carbon dioxide.

liy usin; a ingle ralvc such as ill instead of the conventional two valves 1 am enabled to form the combustion chamber more nearly chamber and igniting it.

hemispherical which shape results int a maximum etiicicncy since it has a minimum surface trom which the heat may be radiated, but with the usual form of single valve engine where the distributor valve gontrols an intake port such as 26 for com )ustible mixture and an exhaust port such as 25 it will be noted that during each intake stroke the passage 2t will be filled with combustible mixture which is blown out through the cxhaust port during the exhaust stroke and wasted aside fl'tllll contributing considerable heat as it burns in the exhaust passage.

The operation of this engine then consists in general of drawin into the compression chamber during the rst part of the intake stroke a volume of excessively rich mixture, then drawing in during the remainder of the said stroke a large volume of an, maintaining the small volume of rich mixture substantially isolated from the large volume of air. during the intake stroke at the minor engine loads, u to that giving tcmeprature and pressure oi combustion sufiicient to insure the complete combustion of any letin i: ixture formed. by admixture of a part of the rich mixture and the large volume of air; forming during the intermediate and maximum throttle loads a mixture varying in streng h from pure air to an only slightly lean mixture at full engine load b intermingling l'uel carriedout of the poc et with the large volume ofair admitted compress ing this charge into an otl'set con'tbustion The i herent feetures controlling detonation being the high degree of turbulence in the main combustion space induced by chamber construction, the cooling of the single ralvc opening into the combustion space and the dilution of the combustible mixture with prodit'cts of combustion which dilution is proportional to the engine load.

The abovedescription together with the explanation of the operation of this engine clearly discloses that l have invented a numher of material improvements in engines 0 the internal combustiontypc but it should be understood that while 1 have shown a particular modilication in the drawings that my invention is not so limited since the same results may he obtained by a number of nicchanical variations. The timing of the \ulve mechanism may also be modified somewhat in application of the invention to engines lol various kinds of service.

Any suitable ineans may also he used to heat tlic charge of mixture supplied to the ocket 3;: to insure a more complete vaporizzition ot' the fuel when fuels containing the high hydrta-arhous are being used.

The engine may hitbuilt with any number of cylinders desired and with any suitcble means 0t lubrication, cooling etc.

the offset combustion.

ill

llaving thus dcscrilwd thc invention what is claimcd as new and dcsircd to be secur d by Lcttcrs Patcnt is:

1. In an intcrnal conilmsiiols cngiuc of the Lhcad typc. a cylind r. a valvc, a piston 1 ciprocating: in, said cylindcs', a combustion cbambe-r adjoining and connnuiratirn rc strictcdly with the cm! of sa d evlimlcr, tho and f aid ylindcr bcing othcruis pctnnmcutly clnwd by n hcad substantially cngage l by thc top ot' tlnpkion at app-r ccntcr. an isolalcd pocket in cnnununicatinu with said combustion clnunbcr through a rw strictt-d por -ultl port bc iu dircctcd toward said valve and nicrms l ar upplying: said po hct rv ith a rich c-nnbn tiblc mlxturc.

$2,1 2 an in rnal combustion cuginr, a cylinder. a piston i-ccipiowiiiig in said i' \'llllder, a rumination t'lzumln' adjoining and Clllllllllllllt'flllllfl rc tri 'tcdly uifli the cud of said cylind r. 1h cud Ht r lltl cylinder being othcrwisc peuuninculy lortl by a hcud substantially eugagcd by the top of thc piston at uppcr cc nt r. an isolat d po lwt in colnmunication with said combustion chambcr through a rcstiictcd p rt. said port being directcd away from the cylindciborc, and means for supplying said pocltct with a rich combustible mixture in such a manncr that the quantity of this mixturc admittcd at, minor enginc loads will be insullicicnt to till thc pocket but so that at thc intermediate and maximum loads an increasing excess will be carried out oi the potkct into the combustion chamber.

3. In an internal combustion engine,

cylindcr, a piston therein, a combustion chamber otiscil from but restrictcdly communicating with said cylinder, a pocket communicating with said combustion chamber through a constrictcd pussagc, an ignition dcvicc in said pockct an'rl means WhPrc by during cach sucdou stroke or" the piston c-finilurstiblcv mixture and air are succcssively admitted to .the "iockct and combustion chamber rcspcctivel v, the volume of (our bustiblc mixturc being vuricd fttidll insufticicnt to fill the pockct at cnginc loads not giving sutlicicntly high t'cmpcrarure and pressure of combustion to secure the coup plcte combustion of any excessively lean mixture formed bv intcrmingling of a part of the mixture and the air during the suction stroke to an exces sufficient to form with the air in the cylinder an only slightly lean mixture at full engine loads,

4. In an internal combustion chamber. a cylinder, :1 piston therein, a combustion chamber offset from but rcstrictedly comnutnicating with said cylinder. .the end of said cylinder being otherwise permanently closed by a head substantially engaged by the top of the piston at top'center, a pocket communicating with said combustion chamher through a constricted passage and adapt ed to lie-supplied with combustible mixture through a valved port, a single valve in said combustion chamber adapted to admit air thcreto and carry off the products of combustion thcrcfron'i, means controlling said comlmstion mixture to limit the quantity to insutticicnt to tilt said pocket at low engine loads and sullicicnt to mix with the air in the cylinder to form an only slightly lean normal mixtnrc at full loads.

5. In an intcrnal combustion engine, a cylindcr. a piston thcrcin, an of? ct combustion chamber rcstrictcdly communicating with said cylinder, :1 single valve controlling a na-saga to said combustion chamber, a distributor valv adaptcd to alternately conncct said passage during intake and exhaust stroln-s respectively to air and to an exhaust manifold, a pockct communicating through a rcutrictcd port with said combustion chamber, said passage bcing arranged between the second said valve and the said cylinder, means to supply a rich combustible mixture to said pocket controlled in quantity to insutlicicnt to fill said pockct at small loads and above a critical load to an excess sulficient to mix with the air in the combustion space to form a lean mixture.

(3. In an intcrual combustion engine the combination of a cylinder, a piston reciprocating Within the cylinder, a combustion chambcr adjoining and communicating restrictcdly with the and of said cylinder, the end of said cylinder being muneutly closcd by gagcd by tho top treme upper position, a single mechanically opcratcd valve opening into said combus tion chambcr, said valve being timed to open at tho beginning of the cxhaust stroke and rcmain open until thc complction of the intalcc strokc, a passage leading to the com-' bustion chnmllcr through said single valve, means whcreby this passage communicates with tho atmosphere and an exhaust passage during the latter part of the intake strokc, and the exhaust stroke respectively, an isolated pdckct in connnunication with the combustion chambcr through a constrictod passagc, the same being directed away from the piston somewhat centrally into the combustion chamber, an ignition device within the pocket, means for supplying said pocket with a rich combustible mixture, moans maintaining said rich mixture substantially within the pocket during the intakt stroke at low enginc loads, means forming within the colnprossioirrhamber outside 0i said pocket a fuel-air mixture varying from purc ai' only slightly lean mixture at full engine load.

7. In an internal'combustion engine the combination of a cylinder, :1 piston within the cylinder, a combustion chamber ofl'set a hcud substantially enotherwise per-' at low throttle ranges to'an of the piston at its exbustion chamber, means from but restri'ctedly communicating with and cylinder, the end of said cylinder being otherwise permanently'ciosed by a head substantially engagediby the top of the pist n at top center, a o'cket communicating wi ih the'combustion c iamber through a constrict ed opening, an ignition device in said pocket, means adapted to supply combustible mixture to the pocketin such a manner that at the lower engine loads the quantity admitted will be insufficienttofill the pocket, but at medium and maximum loads an increasing volume will be carried out of the pocket into the cylinder, a single valve opening into the combustion chamber, the same being positively operated and timed to remain open only during the exhaust and intake stroke, a pas:age communicating through said single valve with the combustion chamber, and valve means controlling said passage maintaining it closed except during the exhaust stroke and the later part of the intake stroke when said means connects it with an exhaust and air passage respectively.

8. In an internal combustion engine, a cylinder, a piston in the cylinder, a combustion chamber offset from but restrictedl communicating with said cylinder, the en of said c 'linder being otherwise permanentl' close by a head substantially engage by the top of the piston at topcenter, a dpocket communicating through a constricte opening directed away from the cylinder, with the combustion chamber, an ignition device within the pocket, 11 valved port open ing into the pocket and adapted to supply a rich combustible mixture to said pocket, 1! large valved port opening into the comwhereby this valved ort is o iened during the intake and exaust stro 'es, a passage communicating with said valved port, valve means whereby this pasmge is opened during the latter part of the intake stroke and the exhaust stroke to an air passage and an exhaust passage respectively.

9. In an internal combustion engine a cylinder, a piston in the. cylinder,,a cdmbustion chamber otl'set from but commnnieating with said cylinder, the cud of said cylinder being otherwise permanently closed by a head substantially of said piston at top center. a single valve controllin a [)ztSHlge to said cylinder and timed to 5e positively opened at the beginning of the exhaust period and closed only upon completion of the iatuiw stroke, a dis tributor valve mechanism adapted to alternately connect the passage leading to said single valve during the intake and exhaust strokes to air and an exhaust manifold respectively, a pocket communicating through a restricted passage with said combustion chamber, an ignition device within the 'iiig in volume from Fm-all volume of excessively engaged by the top pocket, means supplying said pocket with a quantity of rich combustible mixture var insutticient to till the pocket at low engine loads to a considerable excess over that filling the pocket at full engine loads. to. The herein described method of operating an internal combustion engine comprising taking into the compression chamber a small quantity of rich combustible mixture during the 'tirst part of the suctior stroke, taking in air during the remainder of the suction stroke, maintaining the combustible mixture charge substantially isolated from the air during the intake stroke at minor engine loads, inter-mingling at iiitermediate engine loads an increasing volume of the rich mixture with the air admitted until at full throttle loads an only slightly lean mixture is thus formed, taking in with the air admitted a volume of products of combustion proportional to the engine load, compressing the total char e, igniting the compressed charge and ex austing the products of combustion.

ll. The. herein described method of operating u inter ti sisting takin into the engine compression chamber, during the first part of the intake stroke a volume of excessivel rich mixture, taking in pure air dilute with products of combustion proportional to the engine load during the latter part of the intake stroke. maintaining the charge of excessively rich mixture mibstantially isolated from the large volume of air during the intake stroke at low engine loads forming an admixture of the rich mixture and air throughout the intermediate and maximum engine lOtl(l;, compressing the total charge, igniting it and exhausting the products of combustion.

12. The herein described method of operating an internal combustion engine which consists in taking into the engine compression' chamber during the intake. stroke a rich mixture and a large volume of air diluted with products of conduction proportional to the engine load, maintaining the charge of mixture substantially isolated from the large volume of diluted uir admitted during the intake at low engine loads, forming an admixture of the rich mixture. and diluted air throughout the intermediate and maximum engine loads until at full engine load an only slightly lcun mixture is thus formed. compressing the. charge. igniting it when ((lllllll'tfirtfil, t-x 'mndiug thc ignited charge and exhausting the products of combustion. in testimony whereof I hereunto atiix my ignature.

FRANK MYRON JOBES.

combustion engine cons 

